Governor mechanism



Dec. 20, 1938. w. E. KEMP 2,140,530

GOVERNOR MECHANISM Original Filed Feb. .3, 1933 2 Sheeis-Sheet 1 INVENTOR.

111 52 BY {KM Dec. 20, 1938. w. E. KEMP 2,140,530

.GOVERNOR MECHANISM Original Filed Feb. 3, 1933 2 Sheets-Sheet 2 /0 INVENTOR.

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Patented 20, 1938 UNITED STATES GOVERNOR MECHANISM William E. Kemp, Orlando, m, assignor to Pierce Governor Company, Anderson, Ind., a corporation of Indiana Application February a, 1933, Serial No. 655,040 Renewed March 10, ms

9 Claims. (01; 157-1533 My invention is herein disclosed as being apnism illustrated in the accompanying drawings,

plied to and incorporated in the type of governor mechanism disclosed and claimed in my applications for U. S. Letters Patent, Serial No. 637,612, filed by me on October 13, 1932, and Serial No. 647,315, filed by me on December 15, 1932, but may be applied with equal effectiveness to any type of governor construction, in which the actuating means is responsive to any change in pressure within the intake passage of an internal combustion motor.

My invention relates to simple and inexpensive means for controlling or varying the degree of vacuum within the vacuum chamber of goverl5 nors of the above mentioned type, said control of vacuum being obtained by a system of passages located above'or downstream, and upstream or below, a governor throttle valve located within the intake passage and any desired change in the varying the numbensize or location of said passages and can be further accentuated by the use of a suitable damper for covering and uncovering one or more of said passages. The objects of my invention are, first to pro- 1 vide amethod of obtaining vacuum forces of different characteristics than those produced by 'the vacuum within the intake passage as is induced'by the operation of an internal combustion sired magnitude; second, to permit the calibration of a governor of tile above mentioned type without changing the balancing spring rate,

thereby enabling the standardization of parts; third, to "provide a governor with fewer moving parts thereby decreasing its cost, simplifying its construction, and by reducing the number of rubbing surfaces reducing friction and greatly improving the operation of the governor; fourth,

' force and the balancing resistance-thereto both change in direct relation to one another; and sixth, to provide ,a governor with an actuating force that can be balanced by a single resilient member.

I attain the above mentioned objects by mechaeflective vacuum may be obtained at will by engine, thereby obtaining actuating forces of deto provide a governor with an actuating force that in which- Figure 1 is a plan view of the governor assembly with a portion of its cover broken away to disclose its spring and diaphragm mechanism;

Fig. 2, a vertical section taken on the line 2-2, Fig. 1; Fig. 3, an end elevation of the throttle valve shaft with its lever or damper means for opening and closing by-pass openings together with its roller member; Fig. 4, aside elevation of the throttle valve and its attached parts as disclosed inFig. 3; Fig. 5 a plurality of curves plotted in variables of the vacuum exerted on a dia- 4 and the throttle lever, disclosing a plurality of by-pass openings together with the throttle valve indicated therein; Fig. 8, a vertical section through the damper portion and a by-pass passage, said section being taken on the line 8-8,

' Fig. 9; Fig. 9, a side elevation of a portion of the housing I, disclosing a plurality of by-pass openings and the damper means; Fig. 10, a sectional view through the housing I on the line l0--lli,

F 8. 7, and Fig. 11, a partial section of the spring and diaphragm assembly on the line I I-I I, Fig. 1.

Similar numerals refer to similar parts throughout the several views. The housing I is provided with flange surfaces 2 and I which are suitably mounted between the intake manifold of the internal combustion ensine, a section of the intake manifold being indicated at 4; and the'carbure'tor with-which the internal combustion engine is equipped, a portion of the carburetor being indicated at 5 Fig. 2. A gasket 9 may be interposed between the flange surface 2 and the intake manifold land the gasket 1 may be interposed between the flange surface 3 and the carburetor 5. The housing I is provided with the holes 9 for securing the governor assembly A and the carburetor S to the bustible mixture of fuel will be through the carburetor 5 and through the housing I from the flange surface 3 to the flange surface 2, said mixture passing through the passage or bore 9 of the housing I into the passage III of the intake mani- The housing I contains the throttling means which may be in the form of the conventional throttle or butterfly valve II which may be secured in the slot I2 in the shaft I3 by the screws I4. The throttle shaft I3 is suitably mounted in the bearings I5 and I6 which are of the antifriction type and may be of the roller type as disclosed or of the conventional ball type. The bearing I5 is mounted in the bore I6 of the boss II. which projects from the body of the housing I while the bearing I6 is mounted in the bore I3 in the boss I9 which projects from the body of the housing I and is provided with the surface to which is secured the flange 2I of the housing 26 by the screws 22, the gasket 23 being interposed between the surface 20 and the surface of the flange 2I. at its outer end by the disc plug 24.

The shaft I3 projects into the chamber 25 of the housing 26 and the hub 21 of the lever is secured thereon by'the pin 29. The shoulder pin 38 is suitably secured in the lever 28 and the roller 3| is rotatably mounted on said shouldered pin 38.

The housing 26 is provided with the circular flange 32 whichis provided with. the surface 33 against which is clamped the outside or peripheral portion 89 of the diaphragm 34 by the annular housing or ring 35, the annular housing 35 being provided with the surface 36 for contacting the diaphragm 34, the annular housing 35 and the diaphragm 34 being secured to the flange 32 of the housing 23 by the screws 31, the heads 38 of the screws 31 being located flush, as by countersinking, with the nular housing 35. a

The central portion 40 of the diaphragm 34 is clamped between the washers 4I and 42 by means of the rivets 4 3 which are each provided with the shouldered portion 44 which extend into .the

spring 46 and into holes in the member's 5I and 52, and the spring 46 may be normally flat of the plate or leaf type and also of-double cantilever construction as disclosed."

The washers 4| and-.142 ai-e provided-with holes" which receive the portion 53 of theyoke member 56 which is riveted over to secure the washers H and 42 and the diaphragm '34" together. The member 56 is provided with a threaded hole engaged by the threaded end 58 of the screw 51 which further extends through the spring 46 and 'the members 5I and 52, the screw 51 securing the spring 46, the members 5I and 52, the washers H and 42, and the diaphragm 34 together in the clamped assembly B. The portion 59 of the screw 5'I is reduced in diameter below'that of its portion extending through said spring, members, and washers, said portion 51 being threaded to engage the threaded hole 60 in the yoke member '56.

The yoke member 56 is pivotally connected with the lever 62 by the link member 90 which is secured to the yoke member 56 by the pin I83, the

link member 90 being secured to the lever 62 by the pin 63 which extends'through and is suitably retained in the fork portions 64 of the lever 62 and an the yoke portions 58 of the member 56. The lever 62 is pivotally mounted on the shaft 65 which is supported within lioles extending within thewall portions of the housing 26 and the bosses 66 connected to said wall portions, the boss 6'! of the lever 62 extending between the bosses '66.

The lever 62 is further provided with the fork portions 68 which are further provided with the surfaces 68 which are engaged by the roller 3| The bore I 6' in the boss I1 is closed surface 33 of the: an-

which is rotatively mounted on the shouldered pin 30. The hole or orifice 18 extends through the boss I9 and constitutes a connecting passage be- I tween the chamber 25 of the housing 26 and the of the spring 46 extending into said re ses 13,

said recesses being closed at their lower si es by the flange 14 which is constructed with the semicylindrical shaped recess I5 which provides operating clearance for the rollers II.

The inside edge of the surface 36 of the annular housing 35 is provided with the radius I8, the inside edge of the surface 33 of the housing 26, is provided with the radius I3, and the outer edges, of'the washers 4| and42, adjacent the diaphragm 34, are provided with the radii 38 to eliminate any tendency of abrasion or injury to the diaphragm 34 as it is engaged, by said edges, in its operative movement; 4

The cover or cap 8I is secured incontact with the surface 33 of the annular housing 35 by the screws 82', said cover 8| thus closing the chamber 83 above the diaphragm 34 and sealing the diaphragm 34, the spring assembly B, and the screw 51 against tampering. The heads of thescrews 82 may be provided with holes to receive the'sealing wire 84 therethrough, as disclosed in Fig. 1, said sealing wire 84 being provided with the seal 85 to insure the prevention of unauthorized tam- I pering with the adjustment of the screw 51.

forming a part of the chamberWS which communicates with the hole III and the by-pass passages I03, 48 and 41, the chamber 25 thus being in direct communication with the passage III of the intake manifold}, and with the passage I22 of the carburetor 5.

The vacuuminduced in the intake manifold and-its connecting passages of an internal combustion engine, operated at constant speed and with a varyig load, is represented by the curve 35 in the chart disclosed in Fig. 5. This curve is obtained by operating the engine at constant speed with a variable load and plotting the vacuum in the intake manifold in any desired units against thethrottle. closure necessary to maintaln the desired constant speed. In this case the abscissa represents intake manifold vacuum in inchesof mercury, and the ordinates are in termsof the displacement in thousandths of an inch desired constant speed at a given load. Starting with the governor throttle maintained'in open position (zeroposition of the diaphragm), the

engine is loaded until the desired constant speed is obtained and the vacuum in the intake manifold measured. This represents the maximum load which the engine is capable of pulling at again obtained. The intake manifold vacuumsame to be plotted.

It will be noted that the zero position of diaphragm 34 (open governor throttle) corresponds to full load condition at the desired constant speed and that, as the load is decreased, the movement of the diaphragm, necessary to maintain the desired constant speed, decreases. With the simple linkage disclosed, there is a substantially straight line relation between this movement and the load on the engine at constant speed. Therefore, curve 95 may be considered as showing the relation between intake manifold vacuum and engine load at a constant speed.

Curve 81 of Figure 5 represents the actual force which would be exerted on the diaphragm by the intake manifold vacuum at the different diaphragm positions under the constant speed and varying load conditions above described if nogas was by-passed by the orifices 41, 40, 10 and I03 through the diaphragm chamber. The abscissa of this curve represents force in pounds and the ordinates the required movement of the diaphragm from zero position necessary to actuate the throttle to maintain the desired constant speed under varying load. The curve may be obtained by measuring the force required to maintain the diaphragm at the required distance when exposed to the entire vacuum of the intake manifold, for example, by plugging 41 and I03 and leaving port 10 open. Since the eifective area of the diaphragm acted upon by the vacuum varies for different positions of the diaphragm, this curve does not exactly parallel the curve 95. As in the case of curve 95, curve 81 may be considered to show the relation between the vacuum force of the intake manifold upon the diaphragm when the by-passes 41, 40

- and I03 are plugged, and the load upon the engine at constant speed and may be called the intake manifold vacuum force curve.

* In order to employ a diaphragm spring 'in which the restoring force is substantially a dinates as vacuum curve 05 straight line function of the movement thereof, such as the spring 40 herein disclosed, with a simple linkage between the diaphragm and throttle such as shown,.it is necessary to modify thevacuum effective upon the diaphragm so that the total vacuum force effective upon the diaphragm is substantially a straight line variation with the load on the engine. Such a vacuum force curve is shown at I02 in Figure 5, the abscissa of which is in pounds, and the ordinates are diaphragm displacement from open throttle position in thousandths of an inch. This curve must be substantially the same as the spring characteristic curve shown at I04 which is plotted 'with the same coordinates as vacuum force curve I02.

The vacuum in the governor chamber necessary to produce this vacuum force curve is shown by curve 03 which is plotted with the same coor- Vacuum curve 00 does not have the same form as vacuum force curve I02 because it must accommodate the varying effective area of the diaphragm. It will be noted that vacuum curve 88 shows a lower or lesser degree of vacuum than the inlet manifold vacuum curve 95, and this is accomplished by providing by-pass holes 41, 40, and I03 controlled by damper IOI. The suction hole or opening 10 located above or downstream from the throttle valve II is of relatively larger size as compared to the by-pass holes 41, 48 and I03 which are located below or upstream from the throttle .valve II.

The purpose of the damper portion or lever IN is to close or partially close certain of the bypass openings when the throttle is at or near the full open position and to gradually open these by-pass openings as the throttle II is closed so as to reduce the vacuum in the vacuum chamber eflective upon the diaphragm in order to produce a substantially straight line vacuum force curve.

It is to be noted that, by my invention, I provide a method of controlling the effective vacuum within a vacuum chamber of a governor mechanism and by my method make possible a reduction of the normal vacuum in said vacuum chamber to that of the curve 88, Fig. 5, said curve 08 representing the reduced amount of vacuum in the vacuum chamber by the use of a plurality of by-pass openings 41, 48, and I03. As stated before curve I02, Fig. 5, represents the force acting upon the diaphragm 34, as induced by the vacuum represented by the curve 80, and the curve I04, Fig. 5, represents the force of the spring 46 which opposes its balancing force to the movement of the diaphragm as actuated by the vacuum.

It is well known that heretofore the method of developing a balancing spring pressure to a vacuum operated member has been to develop the resistance curve of the spring pressure by means of a plurality of spring members, the force of each of said spring members being selected to intersect or tangentially follow approximately the force curve to be balanced and due to the fact that the force curves of governorsheretofore did not follow substantially a straight line,

a plurality of springs were required to furnish My invention and method of reducing the vacuum force curve of a governor makes possible the development of a straight force curve to equal the balancing resistance of a single resilient member of proper characteristics, thereby simplifying the manufacture of governing mechanisms and the calibration of governing mechanisms for various engines and by reducing the number of required parts, such as springs, the additional friction is automatically eliminated and by reducing the pressures on all working parts of the governing mechanism, the total friction is'greatly reduced. Also in my invention it is thus possible to adjust a single resilient balancing member to effectively balance vacuum forces developed by different engines operating over a range of varying loads and speeds due to the ability of my method of controlling the vacuum forces of any engine at different loads and speeds to produce a substantially straight force curve that can be balanced by adjustment of said single resilient member.

It is to be understood that the eflectiveness of the governing mechanism thus constructed will depend largely upon the relative area-of the suction hole 10 to the by-pass openings or holes 41, 48 and I03 and also upon the number and location of said by-pass holes in reference to the throttle valvel I. I g

It will be noted that the by-pass hole 41 is located in a position where it will be connected with a zone of high pressure until the throttle is moved toward its closed position the amount of fuel mixture by-passing through the openings 41, a

48 and I03 from the passage 9 will be increased by the damper IOI opening said by-pass holes."

It is alsoto be understood that my invention and method will operate and be adapted to function with any member, such as a diaphragm, piston, or similar part actuated by vacuum.

It is also to be understood that my invention and methodwill permit the development of a substantially straight force curve that can be balanced by the use of a single resilient member of the cantilever spring type, a coil spring, or similar resilient member. I that the term vacuum, as herein used will always be interpreted to mean the difference between the pressure existing within the intake passage or vacuum chamber and 'atmopsheric pressure.

The lever 28 attached to the throttle shaft I3 is provided with the lever arm, or damper portion IOI which is adapted to movewith the throttle shaft I3 and cover and uncover the by-pass openings or passages I03 and 41 which connect the vacuum chamber 25 with the passage 9 at a point below or upstream from the throttle valve II.

It is to be noted that the damper portion IOI is provided with a surface I05 which is so located by the shoulder 5|, relative to the surface 20 of the housing as to provide the clearance space I01. therebetween and by reducing or increasing this space I01 between the surfaces I05 and 20, and by varying the area of the clearance space I01, various closing eifects may be obtained to accomplish variable increased or decreased force effects upon the diaphragm 34 thus varying the force curve 88 as desired. Also the position of thedamper portion Il may be varied relative to the roller 3I and the throttle II to vary the timing of the opening or closing of the by-pass openings, by the damper portion. IOI, relative to the movement of the throttle II, for accommodating different characteristics of difierent engmes. I

The screw 51'is provided with the shoulder H3 and is further provided with the k'nurlel head II4 for contacting the resilient arms I I5 of the locking member H6 which may be clamped between the member 5| and the spring 46, the resilient arms II5 permitting the screw 51 to be adjustably moved to vary the position of the diaphragm- 34, relative to the resisting spring 46, the resilient arms II5 immediately locking the screw 51 again in its adjusted position.

I The heads of the screws 22 may be provided It is to be understood with suitable holes to receive the sealing wire I I1, as disclosed in Fig. 1, said sealing wire II1 being provided with the seal 'I I8 to insure the prevention of unauthorized tampering or removal of the housing 26 from the housing I. The member I I9 may be suitably mounted in the wall of the housing 26 in such position as to permit the head I 20 thereof to contact the forked portions 64 of the lever 62 and form a stop therefor to limit the movement of the lever 62 and its connected parts beyond predetermined positions.

It is also to be especially noted that the design and assembly of the single balancing spring of the spring assembly B is such that no means is provided or is necessary for limiting the balancing resistance of the spring at any time. The balancing spring of my invention is capable of and is adapted to provide a continuousand uninterrupted progressively increasing resistance to the movement of the diaphragm 34 throughout the total length of its force exerting stroke.

It is also to be noted that the housing 26 is constructed with the recess 9| which provides an entrance into the chamber 25 when the disc plug 92 is removed, said disc plug 92 normally closing the chamber 25. Byremoving the disc plug 92, knocking out the shaft 65, andcby knocking out the pin I00, the lever 62together with its connected link member 90 may be withdrawn through the opening of the recess 9|, thus providing an efficient disassembly of portions of the-governing mechanism for service or other requirements without the necessity of the removal of the housing 26 from the housing I.

35, as disclosed in Fig. 1, permits the removal of the screws 82 and thecover 8| for inspection or service requirements without disturbing the annular housing 34 or the spring assembly B.

It is also to be noted that the throttle valve I I is of the statically balanced type, the shaft I3 extending transversely through the vertical center of the bore 9 of the housing I, said throttle valve II having approximately the same length oneach side of the shaft I3.

It is to be further understoodthat where desired, the suction passage connecting the intake passage and'the auxiliary vacuum chamber may be constructed with means for varying its area to control the vacuum forces to produce a substantially straight force curve and that the 0on trolled vacuum forces producing a substantially straight force curve, may be opposed by a plurality of resilient members operating simultaneously without departing from the essential features, principles, and methods of vacuum control of my invention.

I claim:

1. In a governor mechanism for an internal combustion engine provided with an intake fuel passage and a throttle valve therein, the combi-' nation of a housing having a bore connected with the intake fuel passage of said engine, said housing being provided with a suction passage downstream from said throttle valve and a plurality of by-pass passages upstream from said throttle valve, said passages connecting with its bore, a second housing suitably attached to' said first mentioned housing, said second housing being ing member clamping the peripheral portion of said diaphragm in contact with said second housing, a pair of washer members clamping the seats being rotatively mounted, an adjusting member operatively connected with said flexible diaphragm, said adjusting member securing said single spring in its assembled position, a lever pivotally mounted in the vacuum chamber of said second housing, said lever being operatively connected with said adjusting member and said flexible diaphragm, said lever being provided with a forked end, a throttle shaft suitably mounted in said first mentioned housing, said throttle shaft extending transversely through the bore of said first mentioned housing, said throttle shaft further extending into the vacuum chamber of said second housing, and a lever suitably mounted on said-throttle shaft, said last mentioned lever being provided with a roller. member for engaging the forked end of said first mentioned lever, said lever beingfurther provided with a damper portion for covering one or more of said plurality of by-passages connecting the vacuum chamber of said second housing with the bore of said first mentioned housing.- I

2. In a governing mechanism for an engine provided with an intake passage, the combination of a vacuum chamber, means movably operated by the vacuum, throttle means in the intake passage of the engine connected with said movable means for inter-related movement therewith, and means for connecting'said vacuum chamber with the intake passage of the engine at a point downstream and at two or more points upstream from said throttle means to develop, during the opening movement of the throttle means, varying vacuum pressures on said means movably operated by the vacuum by opening one of said connecting means in advance of another during movement of said throttle means in one direction.

3. In a governing mechanism, the combination of a housing having an intake passage, a throttle member movably mounted in the intake passage of said housing, a housing provided with a vacuum chamber, said vacuum chamber being con-- nected with the intake passage of said first mentioned housing by a passagelocated downstream from the throttle valve, said vacuum chamber being connected with the intake passage of said first mentioned housing by a plurality of passages located upstream from the throttle valve, one or more of said plurality of passages, connecting the vacuum chamber with the intake passage, controlling the vacuum in the vacuum chamber to produce a straight force curve, a movable member in said vacuum chamber having one face exposed to and actuated by the vacuum 'in said chamber, the opposite face of said member being exposed to atmospheric pressure, means interconnecting said movable member and said throttle valve for inter-related movement, and means for balancing the vacuum forces on said member. i

4. In a governing mechanism for an internal combustion engine provided with an intake passage, the combination of a throttle valve movably mounted in said intake passage, a vacuum chamber provided with at least three passages connecting with said intake passage, means for closing or partially opening one of said fluid connecting passages in advance of another during movement of said throttle valve in one direction to vary the vacuum in said vacuum chamber during a. partial opening movement of said throttle valve, said means being operatively connected with said throttle valve, a movable wall in said vacuum chamber movable by the variation in vacuum therein, and means connecting said wall and throttle valve for inter-related movement.

5. In a governing mechanism for an internal combustion engine provided with an intake passage, the combination of a vacuum chamber provided with at least three by-pass openings connecting said vacuum chamber with the intake passage, a movably mounted lever member providing with a flange portion adapted to close or open simultaneously a plurality of said by-pass openings to control thevacuum in said vacuum chamber, a. wall in said chamber moved under the influence of vacuum therein, and a throttle valve. controlling the intake passage and connected to said wall, said throttle valve moving toward a fully opened position during the closing or opening of said by-pass openings.

6. Governor mechanism for an internal combustion engine comprising, in combination with an intake manifold for said engine and a throttle valve therein, a movable wall operatively connected to said valve for corelated movement therewith, spring means opposing movement of said wall in one direction, a chamber enclosing one side of said wall, means communicating said chamber with the interior of said manifold on the downstream side of said throttle valve, other means including a plurality of passageways communicating said chamber with a source of gaseous pressure of a higher value than that normally existing on said downstream side of said throttle valve and means controlling the effective area of said other means, by successively opening the passages thereof to flow therethrough during movement of said throttle valve in one direction, in

accordance with the movable position of said opening therein on the downstream side of said throttle valve communicating with said chamber and a plurality of other openings therein on the upstream side of said throttle valve communicating with said chamber, and means movable with said throttle valve during a full movement thereof in at least one direction successively cooperating with each of said plurality of openings to vary the effective area of communication therethrough with said chamber.

8. Governor mechanism for an internal combustion engine comprising, in combination with an intake manifold for said engine and .a throttle valve therein, a chamber, a'movable wall in said chamber, means connecting said wall with said valve for interrelated movement, spring means constantly'urging said wall toward a position to open said valve, the interior of said chamber being connected to the interior of said manifold on the upstream side of said valve by a-plurality of passages opening into said chamber in spaced relation on a plane wall area thereof, and on the downstream side thereof by at least one passage. 7

a damper movably mounted in'said chamber in operative relation with respect to said wall area and said plurality of passages therein whereby to enable it to vary the flow therethrough, and

5 means operatively connecting said damper and valve for interrelated movement.

9. Governor mechanism for an internal combustion engine comprising, in combination with an intake manltoldior said engine and a throt-' told on the upstream side of said valve by a plurality oi passages opening into said chamber in spaced relation on a plane wall, area thereof, and on the downstream side thereof by at least one passage, a damper movably mounted in said chamber in operative-relation with respect to said wall area and said plurality of passages therein whereby to enable it to vary the flow therethrough,- said damper being so associated. with said wall area as to prevent complete obstruction of the flow through at least one of said plurality oi passages. and means operatively connecting said damper and valve for interrelated movement. 

